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Aviation History
1987
1987 - 2020.PDF
COMMERCIAL AIRCRAFT OF THE WORLD yield benefits in fuel efficiency as much as 23 per cent. The conversion brings substantial improvements in take-off, climb, and cruise altitude performance, and allows take-offs at substantially greater weights than the un modified aircraft from hot and high-elevation runways. The CFM56-2-C5 is capable of producing 24,0001b, but is derated to 22,0001b to reduce maintenance costs and increase engine life. The first modernised, re-engined DC-8, a United Airlines DC-8-61, flew in August 1981. This was certificated as a Super 71 in April 1982. Certification of a Super 73 (formerly DC- 8-63) was complete in June, and the Super 72 (formerly DC-8-62) followed in September. The cost of a basic conversion was approxi mately $17-5 million. Programme status: DC-8-70 all models: Orders, 110. Delivered, 110. Production complete. Fokker PO Box 12222, 1100 AE, Amsterdam- Southeast, The Netherlands "gf 020 564911 • 10687 FHK NL The need to certificate and begin deliveries of the Fokker 50 and Fokker 100 has been the principal preoccupation of the company over the last year. Both programmes slipped from their original schedules, but the first delivery of the Fokker 50 to DLT took place in August, and first deliveries of the Fokker 100 to Swiss air will begin in November. The company has therefore met the timetable laid down a year ago and is able to offer delivery positions to new customers with more confidence. Over $300 million has been invested in the two programmes, with some of the money provided as repayable launch aid by the Dutch Government. Now that the F.27 and F.28 are out of production, the company's success as a builder of airliners depends on the new models. The combined orderbook for the two products is a solid 132, but a large proportion (over 40 per cent) is for leasing companies, which must be of some concern. Since the last Survey, the major F100 milestone has been the deal with GPA, covering a healthy 40 aircraft plus 60 options, finalised at the end of last year. The placing of an eighth example with ILFC was arranged in January. Potential airline custom ers have arguably been waiting for deliveries to start and, in the case of the F.100, to see the shape and form of the new "baby Boeing" 737-500. Now that these issues are largely resolved, and the 735-500 is seen to be much larger and heavier than the Fokker 100, the outlook appears promising again. There can be no doubt that the Dutch company has a very wide customer base, built up by the F.27 and F.28. The two new models, however, do not only appeal to traditional Fokker customers. The company has widened its sights to include large, scheduled airlines based in the developed world. This brings with it the possibility of large orders which have to be delivered against a very tight timetable. For the longer term, the Fokker company is working with Boeing, MBB, and IPTN on the ATRA-90 project. Fokker F.28. Fokker sold the last remaining F.28 to Linjeflyg and production has now ceased. About 200 examples are in airline service and will remain there, given no ban on Chapter 2/Stage 2 aircraft, for a considerable time. They fill a useful role as small jets, and are in service with 57 customers in 37 countries. In the last years of production, the F.28 obvi ously benefited from US deregulation at a time when potential customers in the developing world had very little money to spend. The first prototype F.28 made its maiden flight in May 1967, and the 85-seat Mk4000, the final model, in October 1976. An updated F.28, using F100 technology, now looks unlikely. Programme status: F.28, all models: Orders, 241. Delivered, 241. Production ended. Fokker 100. The first Fokker 100 made,its maiden flight on November 30, 1986, and deliv eries of certificated aircraft will begin this November. The programme has been running about seven months late, but the company stressess that a landing incident at the end of July with the first prototype will not cause further slippage. As a natural successor to the F.28, the stretched and re-engined Fokker 100 has sold more quickly and in much larger batches. In addition to refining the wing and substituting Tays for Speys, the Fokker 100 has an advanced "glass" cockpit and a redesigned inte rior. In a typical single-class configuration it has seats for 107 passengers. It easily meets the Stage 3/Chapter 3 noise rules and has signifi cant growth potential. Initial aircraft are to be certificated at 95,0001b (43,182kg), but weights of up to 105,0001b (47,727kg) are in prospect with an uprated Tay 660 engine. This would take range, with 107 passengers, to 1,900 n.m. (3,515km). The $380 million order from US Air in July 1985 was made against tough competition from the BAe 146 and the proposed 737L (Lite)—as well as from "outside possibilities" like the MD-87 and A320. To clinch the deal, Fokker had to offer a number of refinements, including a higher gross weight, more thrust, a new taller passenger door, and relocation of the avionics to provide greater below-deck cargo volume. It has been changes such as these, modifications requested by Swissair, and the simultaneous development of the Fokker 50, which delayed The Fokker 100 programme has been running late, but the company is confident of its prospects mm '\ fcjIaEI^ n -^ «Sim£BBt*M " X. the programme. The initial aircraft for launch customer Swissair will have a gross weight of 95,0001b (43,090kg) and will be powered by the 13,8501b (55-4kN)-thrust Tay 620-15. The aircraft for US Air have a maximum weight of 98,0001b (44,450kg), and are powered by the 15,1001b (60-4kN)-thrust Tay 650. The availability of this much more capable aircraft will doubtless be of long-term benefit to the success of the Fokker 100. The Swissair order for eight with six options in July 1984 was followed by the KLM order for ten plus five options in May 1985. The US Air order at the end of July 1985 for 20 with 20 options was particularly significant because it came from a leading North American carrier, and this is likely to be an important influence on other potential customers. US Air has a requirement for up to 80 aircraft. There was then a pause in sales until August 1986, when the International Lease Finance Corporation ordered seven in a deal valued at $147 million. Fokker entered into a joint venture leasing arrangement with the GPA Group and Mitsubishi in November, in a deal involving 40 aircraft plus 60 options. Later the same month, three examples were sold to "unnamed" oper ators, while ILFC ordered one more aircraft in January. Programme status: Orders, 89 including 3 unnamed. Options, 91. Delivered, 0. Production building up to three per month. International ATRA-90. The study of a 90-seat unducted- fan-powered airliner is under way by a group including Boeing, MBB, Fokker, and IPTN of Indonesia. The proposal is for a machine below the size of the 737-500, and well below the 7J7. Quite how the design, dubbed the ATRA-90, fits in with the Fokker 100 is obviously a matter of discussion. Few details of the aircraft have emerged, and therefore most-comment is specu lation. It is believed that Boeing is searching for a viable project to fit between the smallest "Boeing" and the largest "de Havilland", that is between the 130-seat 737-500 and 50-seat Dash 8-300. Depending on trade-off studies, it could be a jet, unducted fan, or turboprop. It is likely that Boeing would like to lead the team, but whether this can be squared with Fokker's desire to remain an independent aircraft producer when, in the long-term future, the Fokker 100 comes to the end of its prod uction life, is another matter. MCP-75. Messerschmitt-Bolkow-Blohm and CATIC of China are working on the definition of an all-new 75-seat airliner powered by two rear-mounted unducted fans. The proposal is to include advanced technology such as fly-by- wire, composites, aluminium-lithium and laminar-flow-wing aerodynamics. The General Electric GE-38-B5 has been suggested as a possible powerplant. Models of the MCP-75 were displayed at the Paris Show, but there is as yet no firm programme. Production could begin "in the early 1990s." The Germans and Chinese are seeking additional partners and the project is linked, through MBB, with the 90-seat ATRA-90 project. Lockheed Lockheed-Georgia 86 South Cobb Drive, Marietta, Georgia 30063, USA «Sf (404) 424-9411 Lockheed-Georgia may appear more promi nently in future Surveys if it agrees a role in either the A320 or A330/A340. It is believed to have made firm proposals to Airbus about .it) FLIGHT INTERNATIONAL, 10 October 1987
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